AUTOMATIC TRANSMISSION SERVICE GROUP18639 S.W. 107 AVENUEMIAMI, FLORIDA 33157
(305) 670-4161
BELL HOUSING IDENTIFICATION .....................................................................................................CUT-AWAY AND INTERNAL COMPONENT LOCATIONS .................................................................COMPONENT APPLICATION CHART AND GEAR RATIOS .............................................................
RANGE SELECTOR SWITCH CONNECTOR IDENTIFICATION ......................................................OIL PAN IDENTIFICATION ...................................................................................................................
SOLENOID IDENTIFICATION AND LOCATIONS .............................................................................. DIAGNOSTIC TROUBLE CODE DESCRIPTIONS ...............................................................................VALVE BODY EXPLODED VIEWS AND CHECKBALL LOCATIONS ...............................................
SPACER PLATE DIFFERENCES ...........................................................................................................VALVE BODY CASTING IDENTIFICATIONS ......................................................................................VALVE BODY TO CASE BOLT LOCATIONS ........................................................................................VALVE BODY ASSEMBLY PROCEDURE (FREELANDER) ...............................................................
FLUID REQUIREMENTS FOR ALL MODELS ....................................................................................CHECKING FLUID AND FILLING PROCEDURES ............................................................................
NO REVERSE AFTER REBUILD ...........................................................................................................
LINE PRESSURE TAP IDENTIFICATION AND SPECIFICATIONS ................................................OIL PUMP ASSEMBLY INFORMATION AND SPECIFICATIONS ....................................................
REDUCTION BAND ADJUSTMENT ...................................................................................................... REDUCTION SERVO DIFFERENCES ..................................................................................................
INPUT SHAFT AND TRANSFER GEAR DIFFERENCES ..................................................................
DIFFERENTIAL AND TRANSFER GEAR RATIO CHARTS BY MODEL .........................................FINAL DRIVE IDENTIFICATION .........................................................................................................2-3 FLARE OR SLIPS IN 3RD, 4TH AND 5TH ......................................................................................
DIRECT CLUTCH DIFFERENCES ........................................................................................................CASE PASSAGE IDENTIFICATION ......................................................................................................
END COVER AND 2-4 BRAKE CLUTCH PISTON DIFFERENCES ..................................................
END COVER "V"-CUT SEALING RINGS ............................................................................................. LOW ROLLER CLUTCH AND SNAP RING INFORMATION ............................................................. LOW/REVERSE CLUTCH INSTALLATION INFORMATION ............................................................. LOW CLUTCH "STEPPED" SEALING RINGS ....................................................................................
DIRECT CLUTCH "STEPPED" SEALING RINGS ..............................................................................
AUTOMATIC TRANSMISSION SERVICE GROUP18635 S.W. 107 AVENUEMIAMI, FLORIDA 33157
(305) 670-4161 1
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,without written permission of Automatic Transmission Service Group. This includes all text illustrations,tables and charts.
The information and part numbers contained in this booklet havebeen carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
JON GLATSTEINTECHNICAL CONSULTANT DAVID CHALKER TECHNICAL CONSULTANT
ROLAND ALVAREZTECHNICAL CONSULTANT
GERALD CAMPBELLTECHNICAL CONSULTANT
FOUND IN: MANUFACTURERS I.D.
JA5A-ELJA5A-EL
JF506E
JF506E09A
09A09A
Mazda "MPV" beginning in 2002 (3.0L V6) .......................................Mazda "6" beginning in 2003 (3.0L V6) ..............................................
Land Rover "Freelander" beginning in 2002 (2.5L V6) ........................
Jaguar "X" Type beginning in 2002 (2.5L/3.0L V6) ..............................VW "Jetta" beginning in 2002 (1.8L Gas/1.9L Diesel) ............................
VW "GTI" beginning in 2002 (1.8L Engine) ............................................VW "Golf" beginning in 2004 (1.9L Diesel) ..............................................
As you can see from above, with different manufacturers comes different identifications. These transaxles areall similar in the teardown and assembly process, but the internal and external parts are different in the designand engineering area. This manual is designed to identify the engineering differences between the currentmodels available at this time.
Phoenix Remanufactured
Transmissions
PHXRETRANS
A VERY HEARTY "THANK YOU" TO FRANK KUPERMAN OF
PHOENIX REMANUFACTURED TRANSMISSIONS FOR SUPPLYING US WITH THE TRANSMISSIONS THAT MADE
BELL HOUSING IDENTIFICATION INTERNAL COMPONENT LOCATION
BELL HOUSING IDENTIFICATION
The JF506E transaxle is manufactured in Japan byJATCO and is used in the USA in the Land RoverFreelander, Jaguar X Type, Mazda "6" and "MPV"and the Volkswagen Golf, GTI and Jetta. The JF506E transaxles can be identified very easily
between the different users by the shape of the bellhousings, as shown in Figure 1.
Internal component locations are shown in the cut-away in Figure 2 and the application chart is shown inFigure 4. Gear ratios vary between the carmanufacturers as well as within the same user. Thereare also different final drive ratios so care must beused should replacement be necessary. We have
Transaxle Range Selector Indicators vary in the number of range positions between vehicle users. There are 4, 6, and 7 position indicators. The example shown above is for the Mazda MPV, 6 position indicator.
The Mazda "6" will have four positions (P R N D),and has a nine pin electrical connector, as shown inFigure 5. Two of the pin and cavities are not used onthe Mazda "6". The electrical connector is hard wiredto, and part of, the Transaxle Range Selector Switch.Connector terminal identification is shown in Figure7. The Mazda "6" shift quadrant is shown in Figure10.
The Mazda "MPV" will have six detent positions (P-R-N-D-3-2), and also has a nine pin electricalconnector, but is different than the Mazda "6", asshown in Figure 6. All of the pins and cavities areused on the Mazda "MPV". The electrical connectoris hard wired to, and part of, the Transaxle RangeSelector Switch. Connector terminal identification isshown in Figure 8. The Mazda "MPV" shift quadrantis shown in Figure 9.
RANGE SELECTOR SWITCH IDENTIFICATION MAZDA "6"
MAZDA "MPV"
All models of the JF506E transaxle, regardless of themanufacturer, use an external mounted RangeSelector Switch. They are all typical range selectorswitches, commonly referred to in the past as anInhibitor Switch. The detent positions vary and mayhave four, six or seven positions, depending on modeluseage. We are covering 5 different versions of theJF506E transaxle in this manual, and there are fivedifferent range switch electrical connectors which wewill identify for you, one at a time. This will make thediagnosis process much easier. Pay close attention tothe wire schematics provided, as some models areequipped with a steptronic feature or a manual mode,that allows a "Slap-Stick" for Up and Down shiftcontrol, and some models are equipped with anoverdrive cancel switch. Notice in the wire schematic charts that there is one
terminal that is common for all ranges. This is thevoltage supply terminal into the switch. When theignition is in the "ON" position, there needs to be
battery voltage at this terminal. If there is not, thisneeds to be repaired first. If voltage is present, itshould exit the assigned terminal per range selected.
starting purposes only. With the ignition switch"ON", there must battery voltage at terminal "C". Ifthere is not, this must be repaired first. If voltage is
present, it should exit the assigned terminal in eachrange selection.
Notice also the Mazda "6" has a manual switch in theselector lever that allows manual shifting up anddown (See Figure 10). The Mazda "MPV" is notequipped with the manual mode, but is equipped withan overdrive cancel button (See Figure 9).
We have provided you with individual connectorviews, wire schematic and continuity chart for boththe Mazda "6" and "MPV" in Figure 7 and 8.Although the charts in Figure 7 and 8 are used tocheck the integrity of the switch's range selection,using an Ohmmeter, the best method, is to check therange switch in the vehicle with a Volt meter. By looking at the charts in Figure 7 and 8, it can beseen that terminal "C" is the common terminal for allrange selections. This is the voltage supply into theswitch. Terminals "H" and "B" are used for
In previous VW transaxles, mechanical circuits were used in the Multi-function switch. In this unit the mechanical circuits havebeen replaced by Hall senders. These non-contact switches arewear free. For inspection and repair, refer to the appropriatevehicle workshop manual.
RANGE SELECTOR SWITCH IDENTIFICATION Volkswagen Range Selector Switch
Volkswagen refers to their range selector switch as a"Multi-Function" Switch, and it is illustrated inFigure 12. The multi-function switch detects the
position of the selector lever and transmits thisinformation to the Transaxle Control Module (TCM).The TCM then initiates the gear selections made bythe operator. The TCM also activates the starterinhibitor relay, if the selector lever is placed in the "P"or "N" position. Notice also a "Tiptronic" feature isavailable that when selected, allows the driver to toupshift or downshift by moving the selector levertowards "+" or "-", as shown in Figure 11. In previous VW transaxles, mechanical circuits wereused in the Multi-function switch. In this unit themechanical circuits have been replaced by Hall
senders. These non-contact switches are wear free. At present there is no "manual" test procedureavailable for this type of switch with Hall senders.The appropriate Volkswagen scanner must be used.For inspection and repair, refer to the appropriatevehicle workshop manual.
RANGE SELECTOR SWITCH IDENTIFICATION JAGUAR "J-GATE" SHIFT QUADRANT Jaguar Range Selector Switch
Figure 14
Figure 15
The Jaguar Range Selector Switch is shown inFigure 15. Notice there is not a manual shift lever ontop like all the others, as the shaft goes all the waythrough the case and out the bottom, which is wherethe manual lever is located, and operated with a cable.Jaguar also uses a "J-Gate" system for the shiftquadrant and it is shown in Figure 14. Jaguar uses two different types of Transaxle ControlModule (TCM), a "16-bit" TCM and a "32-bit" TCM.In addition there is an "Early" style "16-bit" version,and a "Late" style "16-bit" version, that are differentelectronically. The early style 16-bit uses the J-gatewith an overdrive cancel switch in the J-gate, and therange selector switch sends the signal for P, R, N, D, 3,2. The late style does away with the overdrive cancelswitch and includes 4, 3, and 2 in the wire harness
from the J-gate to the TCM, while the range selectorswitch sends the signal for P, R, N, D. The 32-bitversion was used in all models from mid 2003-up, andalso does not have the overdrive cancel switch. We have provided you with individual connectorviews, wire schematics and continuity charts for allthree versions, in Figure 16, 17, and 18, to check theintegrity of the switch's range selection.
10AUTOMATIC TRANSMISSION SERVICE GROUP
Update Handbook
(623) 936-15007310 W. Roosevelt #26Phoenix, AZ 85043
RANGE SELECTOR SWITCH IDENTIFICATION Freelaander Range Selector Switch
The Range Selector Switch for the Freelander islocated on the selector shaft on top of the transaxleand is connected to the main harness with a 10 pinconnector, as shown in Figure 20. Notice there is no
manual lever on top, as the selector shaft goes throughthe transaxle with the manual lever on the bottom andis operated with a cable. The selector lever position isdisplayed on the LED module in the center console,shown in Figure 19, and in the instrument cluster justleft of the odometer and is determined by the selectorlever position and range selector switch. The selectorlever is attached to a gimbal mounting, which allows aselection of PRND421 in a forward and rearwarddirection and selection between automatic andsport/manual (S/M) mode in a left and right transversedirection, as shown in Figure 19. When the "D"
position is selected, the TCM receives a signal that"D" is selected. When the selector lever is moved tothe S/M position (to the right), and the TCM does notreceive a signal from either the 4 or N sensors, itdetermines that sport mode has been selected. If theselector lever is not moved to the "+" or "-" positions,the TCM keeps the transaxle in sport mode for higherand harsher automatic shifts. If the TCM senses asignal from either the "+" or "-" sensor, it initatesmanual mode and selects the manual gear selectionrequested. Manual mode will be maintained until theTCM again senses a signal from the "D" sensor.
We have provided you with individual connectorviews, wire schematic and continuity chart for theFreelander in Figure 21. Although the charts inFigure 21 are used to check the integrity of theswitch's range selection, using an Ohmmeter, the bestmethod, is to check the range switch in the vehiclewith a Volt meter. By looking at the charts in Figure 21, it can be seenthat terminal "8" is the common terminal for all rangeselections. This is the voltage supply into the switch.Terminals "6" and "10" are used for starting purposesonly. With the ignition switch "ON", there must
battery voltage at terminal "8". If there is not, thismust be repaired first. If voltage is present, it shouldexit the assigned terminal in each range selection, asshown in the chart.
Fills Through Dipstick Tube By Final Drive Fill Plug
Fill Plug
Studs
Fill Plug
Each of the oil pans are also different, as shown inFigure 22. The Volkswagen, Jaguar, and Freelanderall have studs on the oil pan, in different locations, forvarious shaped brackets for the individualapplications. Notice also that those three have a fill
OIL PAN IDENTIFICATION pipe and plug on the top of the pans, and theVolkswagen and Jaguar vent through the pan, wherethe others do not. The Mazda pan has zero studs andno fill plug on the pan, as it fills through the dipsticktube in the case, near the final drive. These pans will not interchange.
9 & 10 = Neutral Shift Solenoid (14 to 18 ohms)(12 to 13.2 ohms)(2.6 to 3.2 ohms)(2.6 to 3.2 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(2.6 to 3.2 ohms)
7
3
1
86542
2004 MAZDA "6" TRANSAXLE TERMINAL I.D. AND RESISTANCE CHART
Transaxle Range SwitchConnector Number "A2-03"(Terminal F and G Not Used)
Transaxle Range SwitchVehicle Harness (Wire Side)Connector Number "A2-03"(Terminal F and G Not Used)
9 & 15 = Reduction Timing Solenoid (14 to 18 ohms)9 & 16 = Shift Solenoid B (14 to 18 ohms)9 & 17 = Shift Solenoid A (14 to 18 ohms)9 & 18 = Pressure Control Solenoid (2.6 to 3.2 ohms)
9 & 10 = Neutral Shift Solenoid (14 to 18 ohms)
1715
11910
1213141618
Transaxle Range SwitchConnector Number "A-03"
Transaxle Range SwitchVehicle Harness (Pin Side)Connector Number "A-03"
A
B D F H
C E G I
A
B D F H
C E G I
8135
7246
11 18 14 10 9 Not Used
Not Used 12 13 15 16 17
2004 MAZDA "MPV" TRANSAXLE TERMINAL I.D. AND RESISTANCE CHART
CAUTION: Even though there are two blank terminals in the external transaxle connector "H1-02"as shown here, the mating connector from the TCM has two wires in these locations that are not used.
with eight terminals for the three speed sensors andthe TFT sensor, and one connector with ten terminalsfor the 9 solenoids and a ground. Refer to Figure 30
for the internal connectors. If any of these connectorsare damaged, a complete wiring harness is required(See Figure 33). There is an internal wire harness that plugs into the10-way internal connector and runs to each of the 9solenoids and provides an internal ground. There isalso an internal harness that plugs into the 8-wayinternal connector that provides a path for all threespeed sensors and the Transaxle Fluid Temp (TFT)sensor. Of course then there are connectors at each ofthe 9 solenoids, and more connectors at each of the 3speed sensors and the TFT sensor. These internal
harness' can be seen in Figure 30. The internalsolenoid harness for the Volkswagen is unique to theVW and will not fit any other vehicle. This complexwiring system makes the electronic diagnostic
process a challenge, to say the very least, with avariety of connectors that may have corrosion ordamage. We have provided you with individualterminal identification for the external and theinternal connectors, and a resistance chart in Figure31 for the VW family.
Terminal identification for the TCM is found inFigure 32, and is the same for all VW models. Wire
schematic from transaxle to TCM is also shown inFigure 32, and is the same for all VW models.
Electrical Connectors and Wire HarnessFor Volkswagen Golf, Jetta, GTI
Figure 30
Y V S P M J G D A
Z W T Q N K H E B
AA X U I F C
Y V S P M J G D A
Z W T Q N K H E B
AA X U I F C
2004 "Mazda 6" 3.0L And 2004 "Mazda MPV", 3.0L
Connector "One" Connector "Two"
TCM TERMINAL IDENTIFICATION
WIRE SIDE HARNESS CONNECTOR VIEW
Figure 29
The JF506E transaxles all have a complex wireharness set-up, compared to previous units. On theVolkswagen units there is one, 20 pin, ZF style,external case connector, as shown in Figure 30.These wires from the external case connector splitinto two more connectors internally. One connector
These internal harness' can be seen in Figure 34. Theinternal solenoid harness for the Jaguar is unique tothe Jaguar and will not fit any other vehicles. Thiscomplex wiring system makes the electronic
diagnostic process a challenge, to say the very least,with a variety of connectors that may have corrosionor damage. We have provided you with individualterminal identification for the external and theinternal connectors, and a resistance chart in Figure35 for the Jaguar family.
The Jaguar uses two different types of TransaxleControl Module (TCM), a "16-bit" TCM and a "32-
bit" TCM. In addition there is an "Early" style "16- bit" version, and a "Late" style "16-bit" version, thatare different electronically. The early style 16-bituses the J-gate with and overdrive cancel switch in the
J-gate, and the range selector switch sends the signalfor P, R, N, D, 3, 2. The late style does away with theoverdrive cancel switch and includes 4, 3, and 2 in thewire harness from the J-gate to the TCM, while therange selector switch sends the signal for P, R, N, D.The 32-bit version was used in all models from mid2003-up, and also does not have the overdrive cancelswitch. TCM connector identification is shown inFigure 39, for both the "16-bit" and "32-bit" versions. We have provided you with TCM to transaxle wireschematics for all three versions in the Jaguar family,in Figures 36, 37, and 38.
Electrical Connectors and Wire HarnessFor Jaguar "X" Type
The JF506E transaxles all have a complex wireharness set-up, compared to previous units. On theJaguar units there is one, 18 pin, external caseconnector, as shown in Figure 34. These wires from
the external case connector go through a "Pass-thru"case connector and then split into two moreconnectors internally. One connector with eightterminals for the three speed sensors and the TFTsensor, and one connector with ten terminals for the 9solenoids and a ground. See Figure 34 for the Jaguar"X" Type version. If any of these connectors aredamaged, a complete wiring harness is required (SeeFigure 33). There is an internal wire harness that plugs into the10-way internal connector and runs to each of the 9solenoids and provides an internal ground. There is
also an internal harness that plugs into the 8-wayinternal connector that provides a path for all threespeed sensors and the Transaxle Fluid Temp (TFT)sensor. Of course then there are connectors at each ofthe 9 solenoids, and more connectors at each of the 3speed sensors and the TFT sensor.
External Transaxle
Harness Connector Number "JB155"
Transaxle Range Switch Harness Connector Number "JB156"
18 & 9 = Shift Solenoid A (14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(2.6 to 3.2 ohms)(2.6 to 3.2 ohms)(12 to 13.2 ohms)
86542
7
31
Internal Transmission Harness "Male" Coupler Connector Number "JB8"
Internal Transmission Harness "Female" Coupler Connector Number "JB8a"
7
31
86542
1715
11
9
16
18
1413
10
12
Internal Transmission
Harness "Male" Coupler Connector Number "JB10"
Internal Transmission
Harness "Female" Coupler Connector Number "JB10a"
1715
11910
12
13141618
View Looking Into The Jaguar X Type Transaxle
Harness Connector JB155(Face Side)
JAGUAR X TYPE TRANSAXLE TERMINAL I.D. AND RESISTANCE CHART
1
6
5
10
>PPA+PE<
5
10
1
6
View Looking Into Transaxle Range Sensor Connector JB156
Comprehensive Component Monitor Transmission Drive Cycle The Comprehensive Component Monitor Transmission Drive Cycle will “Check” all transmission components. 1. Engine and transmission at normal operating temperature. Ignition OFF; ensure that SPORT mode is NOT selected. 2. With gear select in P and the ignition ON. Check gearshift interlock by attempting to move the selector without pressing the brake pedal. Verify P state illumination. 3. Press and hold the brake pedal. Move the gear select to R. Verify R state illumination. 4. Set the parking brake. Press and hold the brake pedal. Attempt o start the engine. The engine should not start. 5. Move the gear select to N. Verify N state illumination. Start the engine. 6. With the hand brake set and the brake pedal pressed, move the gear select to the remaining positions in the J gate (D, 4, 3, 2) for five seconds. Verify the state illumination in each position. 7. Move the gear select switch back to 4. Verify 4 state illumination.
8. Move the gear select switch back to D. Verify D state illumination. 9. Move the gear select switch back to N. Verify N state illumination.10. Select R, release the brake and drive the vehicle in reverse for a short distance and stop the vehicle.11. Select 2 and drive the vehicle up to 40 mph (65 km/h) and hold for a minimum of 5 seconds.12. Select 3 and hold 40 mph (65 km/h) for a minimum of 5 seconds.13. Select 4 and hold 40 mph (65 km/h) for a minimum of 5 seconds.14. Select D and accelerate to a minimum speed of 50 mph (80 km/h). Hold 50-80 mph (80-129 km/h) for a minimum of 1 mile (1.7 Kilometers).15. Stop the vehicle; do NOT shut OFF the engine. Check for diagnostic codes.
External Transaxle Harness Connector Number "CO243"
Transaxle Range Switch Harness Connector Number "CO244"
Transaxle Range Switch
}
TO SPEED SENSORS
AND TEMP SENSOR
TO ALL
SOLENOIDS
Number "CO10"
Number "CO8"
FREELANDER
Figure 40 Figure 41
These internal harness' can be seen in Figure 40. Theinternal solenoid harness for the Freelander is uniqueto the Freelander and will not fit any other vehicle.Figure 41 illustrates an example of the internal
solenoid harness. Example shown is for Mazda, butthe others are similar. This complex wiring systemmakes the electronic diagnostic process a challenge,to say the very least, with a variety of connectors thatmay have corrosion or damage. We have provided you with individual terminalidentification for the external and the internalconnectors, and a resistance chart in Figure 42 for theFreelander.
Terminal identification for the TCM is found inFigure 43, along with a TCM to transaxle wiringschematic for the Freelander.
Electrical Connectors and Wire HarnessFor Land Rover Freelander
The JF506E transaxles all have a complex wireharness set-up, compared to previous units. On theFreelander units there is one, 18 pin, ZF styleexternal case connector, as shown in Figure 40. These wires
from the external case connector go through a "Pass-thru" case connector and then split into two moreconnectors internally. One connector with eightterminals for the three speed sensors and the TFTsensor, and one connector with ten terminals for the 9solenoids and a ground. See Figure 40 for theFreelander version. If any of these connectors aredamaged, a complete wiring harness is required (SeeFigure 33). There is an internal wire harness that plugs into the10-way internal connector and runs to each of the 9solenoids and provides an internal ground. There is
also an internal harness that plugs into the 8-wayinternal connector that provides a path for all threespeed sensors and the Transaxle Fluid Temp (TFT)sensor. Of course then there are connectors at each ofthe 9 solenoids, and more connectors at each of the 3speed sensors and the TFT sensor.
18 & 9 = Shift Solenoid A (14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(14 to 18 ohms)(2.6 to 3.2 ohms)(2.6 to 3.2 ohms)(12 to 13.2 ohms)
Position/Range
Connector Terminal
6 10 8 9 7 2 1 4 3 5
P
R ND421
Figure 42
86542
7
31
Internal Transaxle Harness "Male" Coupler Connector Number "CO8"
Internal Transaxle Harness "Female" Coupler Connector Number "CO8"
7
31
86542
1715
11
9
16
18
14
13
10
12
Internal Transaxle Harness "Male" Coupler
Connector Number "CO10"
Internal Transaxle Harness "Female" Coupler
Connector Number "CO10"
1715
11910
1213
141618
2004 LAND ROVER FREELANDER TRANSAXLE TERMINAL I.D. AND RESISTANCE CHART
321
4 5 6 7
8 9 10 11
12 13 14 15
16 17 18
12
35
6 8
910
4
7
View Looking Into Transaxle Range Sensor Connector CO244
View Looking Into Transaxle Harness Connector CO243
ELECTRONIC COMPONENTS (CONT'D)Transaxle Fluid Temperature (TFT) Sensor
The Transaxle Fluid Temp (TFT) Sensor is locatedinside of the transaxle case housing, as shown inFigure 45, and requires disassembly if replacement
becomes necessary. Resistance of the TFT sensordecreases as the fluid temperature increases, as shownin the chart in Figure 44. Input from the TFT is used by the TCM for converterclutch apply, torque reduction and fifth gearoperation. To promote engine warm up during coldweather operation, the TCM may inhibit TCC applyuntil transaxle fluid temperature has reachedapproximately 104°F (40°C). Fifth gear may also be
prohibited during cold weather operation, or when theTFT malfunctions. Torque reduction may also beinhibited when the TFT malfunctions. Use the chartsfor terminal identification specific to the vehicle you
are working on, to check the TFT sensor, and theresistance chart in Figure 44 to verify proper reading. The TFT sensor may produce a Diagnostic TroubleCode (DTC) and the DTC numbers vary between themanufacturers. Check the vehicle specific DTCnumber and description in the DTC list in this manual.
There are three inductive type speed sensors locatedinside of the transaxle case housing and are notaccessible from outside. Disassembly is required, ifreplacement becomes necessary. The Turbine ShaftSpeed sensor is the only one that can be accessed in
the vehicle, by removing the rear cover, as shown inFigure 47. The other two speed sensors requiretransaxle removal, and splitting the case. The speedsensors are, Turbine Shaft Speed Sensor, IntermediateShaft Speed Sensor and the Output Shaft SpeedSensor. Electrical connections to all of the speedsensors and TFT sensor come through the externalconnector and the 8-way internal connector to reachthese components. All three speed sensors are the same, but different
brackets are used to mount them in their properlocations. Amazingly Mazda, Jaguar, and Freelanderare all using the same speed sensor. All 3 speedsensors should measure the same resistance at 68°F(20°C), as shown in Figure 46, and can also bechecked through the appropriate terminals on theexternal case connector.
The Intermediate Shaft Speed sensor is positioned,as shown in Figure 48, to read the transfer "Drive"gear, which is driven by the 1st and 2nd planetarygearset. The sensor detects a pulse signal accordingto the teeth on the transfer drive gear. Since there are
various ratios, the tooth count will vary.The input of the intermediate shaft speed sensor is
used by the TCM to calculate the timing ofengagements and disengagements of the brakeclutches, and to monitor gear ratio. This sensor may
produce a Diagnostic Trouble Code (DTC), but thecode numbers vary between manufacturers. Checkthe DTC list in this manual for code numbers anddescription.
The Output Shaft Speed sensor is positioned, asshown in Figure 48, to read the "Park Gear", which isdriven by the output shaft. The sensor detects a pulsesignal according to the teeth on the park gear.The input of the output shaft speed sensor is used by
the TCM to provide a vehicle speed signal, calulateshift timing, line pressure control, and to monitor gearratio. This sensor may produce a Diagnostic TroubleCode (DTC), but the code numbers vary betweenmanufacturers. Check the DTC list in this manual forcode numbers and description.
The Turbine Shaft Speed sensor is positioned, asshown in Figure 47, to read the high/reverse clutchhousing which is splined to the turbine shaft. TheTSS sensor detects a pulse signal from the projections
on the outside of the high/reverse clutch housing. Thespeed sensors can be checked externally, as shown inFigure 46. The Turbine Shaft Speed sensor is the onlyone that can be accessed in the vehicle, by removingthe rear cover, as shown in Figure 47.
The information from the TSS sensor is used by theTCM to monitor gear ratio, line pressure control andto monitor and control TCC apply. This sensor may
produce a Diagnostic Trouble Code (DTC), but thecode numbers vary between manufacturers. Checkthe DTC list in this manual for code numbers anddescription.
There are a total of nine (9) solenoids used on allmodels, which can be classified as two differenttypes, because of the way in which they operate.Three of them are duty cycle solenoids, the other sixare On/Off solenoids. Solenoid names and functionsare different between the manufacturers. Allsolenoids in all models are actuated (energized) by avoltage feed from the TCM.
The Mazda solenoid locations and names areidentified for you in Figure 49, and are the same for
both Mazda "6" and Mazda "MPV". The shiftsolenoid firing sequence is the same on all models,and is also shown in Figure 49.
2 3PM-SUB
F
JC7 JP
B021204N
-1
K
1 2 3 4
5
6
8
9
Manual Valve
7
Mazda Solenoid Identification And LocationManufacturer
Volkswagen Solenoid Identification And LocationManufacturer
1 2 3 4 5 6 7 8 9
ReductionTiming
Solenoid
ShiftSolenoid
"C"
ShiftSolenoid
"B"
ShiftSolenoid
"A"
TCCSolenoid
LinePressureSolenoid
The Volkswagen solenoid locations and names areidentified for you in Figure 53. Notice the familiar"N" numbering on the solenoids instead of names.We have also provided description of solenoidfunctions in Figure 53.
Manual Valve
Volkswagen Solenoids Will Work "Only" On Volkswagen
There are a total of nine (9) solenoids, which can beclassified as two different types, because of the way inwhich they operate. Three of them are duty cyclesolenoids, the other six are On/Off solenoids. Allsolenoids are actuated (energized) by a voltage feedfrom the TCM/ECU.
On/Off Solenoids are as follows:Shift Solenoids A, B, C, ("N88", "N89", "N92"), the"N90" Solenoid, the "N281" Reduction TimingSolenoid and the "N282 Solenoid, as shown in Figure54 and 55 These On/Off solenoids close the pressurecircuit in response to current flow from theTCM/ECU. Each solenoid has an internal coil.Current passes through the coil and actuates theneedle valve. The needle valve then opens and/orcloses the fluid pressure circuit.
VOLKSWAGEN
ON/OFF
VOLKSWAGEN
ON/OFF
The "N282" Solenoid and the "N283" Solenoid are placed together
and installed into the valve body at the same time, as shown below.
Duty Cycle Solenoids are as follows:The "N93" Line Pressure Solenoid, the "N91" TCCSolenoid and the "N283" Solenoid, as shown inFigure 56. The duty cycle solenoids repeatedly turn
On/Off in 50Hz cycles. This opens and closes thefluid pressure circuit rapidly and meters the fluid
pressure into the circuit, dependant upon vehiclespeed, throttle opening, engine load, and transaxlefluid temperature, among other things.
Use the terminal identification and resistance chartson Page 21 for Volkswagen, to check the solenoidswhile still in the transaxle.
Jaguar/Freelander Solenoid Identification And LocationManufacturer
1 2 3 4 5 6 7 8 9Reduction
TimingSolenoid
ShiftSolenoid
"C"
ShiftSolenoid
"B"
ShiftSolenoid
"A"
2/4 BrakeTiming
Solenoid
2/4 BrakeDuty Solenoid
Low ClutchTiming
Solenoid
TCCSolenoid
LinePressureSolenoid
There are a total of nine (9) solenoids, which can beclassified as two different types, because of the way inwhich they operate. Three of them are duty cyclesolenoids, the other six are On/Off solenoids. Allsolenoids are actuated (energized) by a voltage feedfrom the TCM/ECU.
JAGUAR/FREELANDER SOLENOID IDENTIFICATION AND LOCATIONS
The Jaguar and Freelander solenoid locations andnames are identified for you in Figure 57. The Jaguarand Freelander are the only two units where thesolenoids will interchange. Again, the shift solenoidfiring sequence is the same on all JF506E transaxles,and is also shown in Figure 57.
SOLENOID IDENTIFICATION AND LOCATIONS (CONT'D)
Jaguar/Freelander Solenoids
Figure 57
Jaguar And Freelander Solenoids Will Work "Only"On Jaguar And Freelander
On/Off Solenoids are as follows:Shift Solenoids A, B, C, Low Clutch TimingSolenoid, Reduction Timing Solenoid and the 2/4Brake Timing Solenoid, as shown in Figure 58 and 59.These On/Off solenoids close the pressure circuit inresponse to current flow from the TCM/ECU. Eachsolenoid has an internal coil. Current passes throughthe coil and actuates the needle valve. The needlevalve then opens and/or closes the fluid pressurecircuit.
JAGUAR AND FREELANDER
ON/OFF
JAGUAR AND FREELANDER
ON/OFF
2/4 Brake Duty Solenoid
Line Pressure Solenoid TCC
Solenoid
JAGUAR AND FREELANDER
DUTY CYCLE SOLENOIDS
Jaguar/Freelander Duty Cycle Solenoids
The 2/4 Brake Timing Solenoid and the 2/4 Duty Solenoid are placed
together and installed into the valve body at the same time, as shownbelow.
Duty Cycle Solenoids are as follows:Line Pressure Solenoid, the TCC Solenoid, and the 2-4 Brake Duty Solenoid, as shown in Figure 60. Theduty cycle solenoids repeatedly turn On/Off in 50Hzcycles. This opens and closes the fluid pressurecircuit rapidly and meters fluid pressure into thecircuit, dependant upon vehicle speed, throttleopening, engine load, and transaxle temperature,among other things. Use the terminal identification and resistance chartson Page 25 for the Jaguar, and Page 31 for theFreelander to check the solenoids while still in thetransaxle.
Spacer Plate "A" is the smallest of the three, uses bonded gaskets, and is illustrated in Figure 81.Spacer Plate "A" goes between the lower valve bodyand the sub lower valve body. Volkswagen, Jaguarand Freelander all use the same plate, as shown inFigure 81. The Mazda plate is different and will workonly with Mazda valve bodies. Pay close attention tothe codes that are stamped into the plates, as shown inFigure 81, as theywill not interchange.
Spacer Plate "B" is the largest of the three, uses nogaskets, and is illustrated in Figure 82. Spacer plate"B" goes between the lower valve body and theinternal valve body, and is the one that can get you inthe most trouble. The manufacturer has made themvery easy to identify, as shown in Figure 82. TheMazda uses the "A" plate, Volkswagen uses the "K"
plate, Jaguar uses the "J" plate, and Freelander usesthe "F" plate. Pay attention to the codes, as thesespacer plates will not interchange between themodels.
Spacer Plate "C" is the mid-size of the three, uses bonded gaskets, and is illustrated in Figure 83.Spacer plate "C" goes between the upper valve body
and the internal valve body. The manufacturer hasmade them very easy to identify, as shown in Figure83, with the codes stamped into the plates. Thesespacer plates will not interchange between themodels, with the exception of the Jaguar andFreelander.
The spacer plates in the JF506E units are verysimilar, but they will not all interchange. You must
pay attention to the codes that are stamped into thespacer plates. Some are enough different that theywould only affect calibration concerns, but otherswould affect transaxle operation.
SUB LOWER AND LOWER VALVE BODY CASTING IDENTIFICATION
VALVE BODY CASTING IDENTIFICATION
MAZDA VOLKSWAGEN, JAGUAR
AND FREELANDER
"F" Casting
Flat Screen
No Screen
"F" Casting
"D" Casting
"D" Casting
Tube No Tube
Solenoid Mount Different
Solenoid Mount Different
Figure 84
Sub Lower Valve Body Lower Valve Body
Sub Lower
Valve Body
Lower Valve Body
Sub Lower
Valve Body
Lower Valve Body
The Sub Lower Valve Body has different wormtracks, one uses a tube and one does not, and themount for the solenoids is different, as shown inFigure 84. The easiest identification is the "F" castinto the Mazda valve body, and the "D" cast into theVolkswagen, Jaguar and Freelander valve body, asshown in Figure 84.
The Lower Valve Body has different worm tracks,one uses a flat screen and one does not, as shown inFigure 84. The easiest identification is the "F" castinto the Mazda valve body, and the "D" cast into theVolkswagen, Jaguar and Freelander valve body, asshown in Figure 84.
The Internal Valve Body has different worm tracks,one uses a flat screen and one does not, as shown inFigure 85. We have also high-lighted for you, theworm tracks that are different, also shown in Figure85.
FREELANDER VALVE BODY ASSEMBLY (CONT'D)FREELANDER VALVE BODY ASSEMBLY
1. Disassemble the valve body assembly using Figure 87 as a guide. Note: Tag the High and Low Accumulator piston springs as you remove them, as there are different calibrations, and no information available for identification. 2. Clean valve body component parts thoroughly and dry with compressed air. 3. Starting with the sub lower valve body, shown in Figure 90, disassemble and place the valves, springs, bore plugs and retainers in appropriate trays exactly as they were removed. 4. Clean sub lower valve body parts thoroughly and dry with compressed air. 5. Assemble sub lower valve body partsexactly
as shown in Figure 90, and lube with ATF as they are installed. Note: Install the retainers exactly as shown in Figure 90, as they install in different directions through out the valve body.
The following procedure is dedicated to the LandRover, Freelander valve body, but all other valve
bodies are very similar and the same procedure can beused, as long as correct spacer plates are used. There are two different colors of valve body bolts,Silver and Gold. Silver in color bolts are the valve
body to case bolts. Gold in color, all other locations.
6. Bore numbers 37 and 38, shown in Figure 92, are almost identical, when inspecting visually,
but the diameter of the valves inside of thesleeves are different. The valve lands are also
different diameters on the same valve. Refer to Figure 93 and 94 for the valve diameters and identification grooves. 7. The sleeves both have the same O.D. which
means they will not interchange, even though they fit in the bore. The sleeve from bore No. 37 has I.D. groove in the outside diameter of lugs, as shown in Figure 93, and this sleeve along with the proper valve must go in bore
number 37, and the same for bore number 38. 8. The valve can also be installed into the sleeve backwards. It goes into the sleeve small end
first, and then the assembly gets installed with the I.D. groove on sleeve facing out. 9. Refer to Figure 93 and 94, and use extra care when installing the valve trains into bore No. 37 and 38. Note: These two valve trains are identical on the VW, Jaguar, and Freelander transaxles. All 3 have the same I.D. grooves as shown.
FREELANDER VALVE BODY ASSEMBLY (CONT'D)COMPLETED LOWER VALVE BODY ASSEMBLY
16. Install two new scarf-cut seal rings on both the high and the low clutch accumulator pistons, as shown in Figure 97, and ensure the scarf-cut is configured properly. 17. Lubricate both pistons and seals with a small amount of ATF and install them into the bores, as shown in Figure 96. 18. Install new "O" ring on both the high and the low clutch accumulator covers, as shown in
Figure 97, and lube with small amount of ATF. 19. Install both high and low clutch accumulator springs, that were previously labeled, in their proper positions as shown in Figure 96. 20. Install high clutch accumulator cover, using care so as not to damage the "O" ring. 21. Compress the cover and install the snap ring shown in Figure 96.
22. Install low clutch accumulator cover, using care so as not to damage the "O" ring. 23. Compress the cover and install the snap ring shown in Figure 96. 24. Set the completed lower valve body aside for the final valve body assembly process.
25. Disassemble the internal valve body, as shown in Figure 99, and place the valves, bore plugs and retainers in appropriate trays exactly as they were removed from casting. Note: There is no need to remove the bore plug and retainer identified with an "A" in Figure 99, as the valve is removed from
opposite side. 26. Clean all internal valve body parts thoroughly
and dry with compressed air. 27. Assemble internal valve body partsexactly as
they are shown in Figure 99, and lube with ATF as they are installed. Note: Install the retainers exactly as shown in Figure 99, as they install in different directions through out the valve body.
28. Install the manual valve into the internal valve body in the direction shown in Figure 99. 29. Install an appropriate size clevis pin clip into
groove in the exposed end of manual valve, as shown in Figure 100. Note: This is a temporary measure that will assist in installing the completed valve body on the unit, as it is a "blind" process. This pin clip must be removed before the oil pan is installed. This will also keep you from losing the manual valve. This clevis pin clip can be found at most auto supply stores or farm supply stores.
33. Install one 67mm bolt and one 90mm valve body bolt through the upper valve body casting as shown in Figure 104. Note: The holes in components that these bolts go through have a very close tolerance
and act much like alignment dowels. 34. Lay the assembly on a flat work surface with the worm track side facing up, as shown in Figure 104. 35. Install four plastic check balls in their proper locations, as shown in Figure 103. 36. Install spacer plate "C" with bonded gaskets over the two bolts and onto the upper valve body, as shown in Figure 104, ensuring that you have the proper spacer plate for the Freelander ("Triangle C"). 37. Install the completed internal valve body over
the two bolts and onto spacer plate "C", as shown in Figure 104, and ensure check balls are still in position. Note: Do not remove the clevis pin clip from
38. Install spacer plate "B" over the two bolts, as shown in Figure 104, ensuring that you have the proper spacer plate with the "F" for the Freelander. Note: There are "No" gaskets used with
spacer plate "B". 39. Install completed lower valve body assembly over the two bolts, on top of spacer plate "B", as shown in Figure 105. 40. Install the two tapered coil spring loaded filters
into their pockets in the lower valve body, with the spring side down, as shown in Figure 106. 41. Install spacer plate "A" with bonded gaskets over one bolt onto the lower valve body, as shown in Figure 106, ensuring you have the proper spacer plate for Freelander ("A" "E"). Note: Ensure that the two spring loaded
filters engage into the square holes in spacer plate "A" as it is lowered into place.
Figure 106Figure 105
Completed Lower Valve Body Assembly
12 PILOT FILTER WITH "LEAF" SPRING
13 SPACER PLATE "A" WITH GASKETS
15 TAPERED COIL SPRING LOADED FILTERS (2 REQUIRED)
Continued on Page 79
42. Install the pilot filter with the "leaf spring" facing up, and the wide leg of the "leaf spring" facing the bottom of valve body, as shown in Figure 106. Note: This filter must also engage into square
43. Install the completed sub lower valve body over the bolt and on top of spacer plate "A", as shown in Figure 107. Note: Check once again that all three filters are engaged in spacer plate holes.
44. Install the valve body bracket over bolt and ontop of the sub lower valve body, as shown inFigure 107.
45. Install 90mm (5) and 37mm (2) bolts throughthe bracket, as shown in Figure 107, and handtighten only at this time.
46. Install nut (3) on 90mm bolt coming through from the bottom, as shown in Figure 107, and hand tighten only at this time. 47. Install one 24mm bolt (6), in location shown in Figure 107, and hand tighten only.
48. Install a 37mm bolt (2), from the bottom, in the lower left side of the valve body, as shown in Figure 108, install nut (3), hand tighten only. 49. Install five 37mm bolts (2), in locations shown in Figure 108, and hand tighten only. Note: One of these bolts has a internal wire harness retainer (61). 50. Install one 67mm bolt (4), in location shown Figure 108, and hand tighten only. 51. Install one 90mm bolt (5), along with the wire harness retainer (62), in the location shown in Figure 108, and hand tighten only.1
52. Install 67mm (4) bolt in the location shown in Figure 109, and hand tighten only. 53. Install four 90mm (5) bolts in locations shown in Figure 109, and hand tighten only. Notice that one has a wire harness bracket (60).
54. Install the eleven valve body to case bolts in their proper holes for alignment purposes. Note: These are the silver bolts. 55. Beginning in the center and working your way outward, torque all installed valve body bolts to 10 N·m (88 in.lb.), as shown in Figure 110. Note: On the two nuts, you may have to hold bolt from the back side with a wrench. 56. Now you can remove the eleven silver valve
body to case bolts. 57. Install new "O" ring, lube with ATF and install the low clutch timing solenoid, using one 90mm (5) bolt, as shown in Figure 111. Note: Low Clutch Timing Solenoid should check at 14 to 18 Ohms resistance. 58. Install one silver valve body to case bolt (64),
for alignment purposes, as shown in Figure 111
and torque the gold retaining bracket bolt to, 10 N·m (88 in.lb.), and remove the silver valve body to case bolt.
59. Install new "O" ring on 2-4 brake duty solenoid and lube with ATF (See Figure 112). Note: 2-4 Brake Duty Solenoid should check at 2.6 to 3.2 Ohms resistance. 60. Install 2 new "O" rings on the 2-4 brake timing solenoid and lube with ATF (See Figure 112). Note: 2-4 Brake Timing Solenoid should
check at 14 to 18 Ohms resistance. 61. Assemble the 2-4 brake duty solenoid onto the 2-4 brake timing solenoid, and install both
pieces as an assembly into the valve body, as shown in Figure 112. 62. Install one 90mm gold bolt (5), and one 90mm
silver bolt (64) for alignment purposes only, as shown in Figure 112, and torque the gold bolt to 10 N·m (88 in.lb.). 63. Install new "O" rings, lube with small amount
of ATF, and install TCC solenoid in the valve body, with 90mm bolt, as shown in Figure 113. Note: TCC Solenoid should check at
12 to 13.2 Ohms resistance. 64. Hand tighten only the 90 mm bolt at this time. Note: The ground wire from line pressure solenoid goes under this bolt.
65. Install new "O" ring, lube with ATF, and install shift solenoid "A" into valve body, as shown in Figure 114. Note: Shift Solenoid "A" should check at 14 to 18 Ohms resistance.
66. Install 67mm (4) bolt, and finger tighten only by just a thread or two, as it must come back out to install oil baffle underneath the bolt. 66. Install new "O" ring, lube with ATF, and install reduction timing solenoid into the valve body, using a 90mm bolt, as shown in Figure 115. Note: Reduction Timing Solenoid should check at 14 to 18 Ohms resistance. 67. Hand tighten only, the 90mm bolt at this time.
17
18
5
Ground Wire
From The Pressure
Control Solenoid Goes
Under TCC Solenoid Bolt
Reduction Timing Solenoid 14 to 18 Ohms Resistance
4 VALVE BODY BOLT, 67MM LENGTH
5 VALVE BODY BOLT, 90MM LENGTH
18 REDUCTION TIMING SOLENOID
19 SHIFT SOLENOID "B"
4
19
68. Install new "O" rings, lube with small amountof ATF, and install shift solenoid "B" into the
valve body, using a 67mm bolt, as shown in Figure 115. Note: Shift Solenoid "B" should check at
14 to 18 Ohms resistance. 69. Hand tighten only the 67mm bolt at this time.
74. Set the completed valve body assembly aside, for the final transaxle assembly process. Note: Notice in Figure 118, clevis pin clip is
still in place and must remain there until the valve body is installed onto the case, plus you haven't lost the manual valve yet.
70. Install new "O" rings, lube with small amountof ATF, and install shift solenoid "C" into the
valve body, as shown in Figure 116. Note: Shift Solenoid "C" should check at 14 to 18 Ohms resistance. 71. Shift solenoid "C" is bolted in the valve body using a nut on the 67mm bolt from the bottom, as shown in Figure 116. 72. Remove previously installed shift solenoid "A" bolt and install oil baffle under the nut and the previously installed bolt (See Figure 116). 73. Now, you can torque the remaining solenoid retaining bolts to 10 N·m (88 in.lb.), as shown in Figure 117.
FLUID REQUIREMENTS CHECKING FLUID AND FILLING PROCEDURES
MAZDA "6" AND MAZDA "MPV"
Fluid Requirements Mercon "V"®
Fills Through Dipstick Tube, Close To
Final Drive
Mazda "6" 9.7 Qts. Mazda "MPV" 10.3 Qts
Approximate Dry Fill Capacity
Transaxle Fills
VOLKSWAGEN
Fluid Requirements G052990A2
Fills Through Fill Plug On Top Of Side Pan
Golf, Jetta, GTI 7.4 Qts
Approximate Dry Fill Capacity
Transaxle Fills
FREELANDER
Fluid Requirements Texaco N402
Fills Through Fill Plug On Top Of Side Pan
9.1 Qts Approximate Dry Fill Capacity
Transaxle Fills
JAGUAR "X" TYPE
Fluid Requirements IDEMITSUK K-17
(JATCO 3100 PL085)
Fills Through Fill Plug On Top Of Side Pan
9.3 Qts Approximate
Dry Fill Capacity
Transaxle Fills
You must use the recommended fluid for each of theindividual applications. The friction material, fluidtype, engine size, vehicle weight and transaxle fluidoperating pressures, are all engineered to becompatable with the electronic calibrations to ensure
proper shift feel and durability. The factoryrecommended fluid requirements are as shown inFigure 119.
Figure 119
Mazda "6" And Mazda "MPV"
Fluid requirements are the same for the Mazda "6"and the Mazda "MPV". Both units are filled throughthe dipstick tube, located close to the final drive. Thefluid should be checked while hot at 60-70°C (149-158°F) and should be at the level on dipstick, asshown in Figure 120. The drain plug is located on the
bottom of the converter housing part of the case, justin front of where the two case pieces split.
ATF Type = Mercon "V"® or equivalent
20°C 65°C
HOT RANGE
ATF TEMPERATURE
60-70°C (146-158°F)
COOL RANGE
ATF TEMPERATURE
15-25°C (59-77°F)
Figure 120
Volkswagen, Jaguar, And Freelander
CAUTION: Because of the similarity to other plugs and
fasteners on the transaxle case, there is great potential for loosening an incorrect fastener, insteadof the fluid level check plug. If the wrong plug isremoved, there is a hugh risk of internal transaxledamage. The check plug is the one with the 5mm
Allen Head. Refer to Page 87 for the most commonmistake when removing plugs.
The Volkswagen, Jaguar, and Freelander have thefluid level check plug installed vertically into the
bottom side of the transaxle case, as shown in Figure121. The fluid level check plug all have a 5mm Allen
Head, and closes the lower end of an internal fluidlevel tube, as shown in Figure 121. Only the excessfluid will be expelled when the check plug isremoved. The Jaguar and Freelander check plug islocated along side of the selector cable bracket, asshown in Figure 122. The Volkswagen check plug islocated about 4 inches behind the pan rail on the
bottom of the transaxle case. All three have 5mmallen head, as shown in Figure 122.
Volkswagen, Jaguar, And Freelander (Cont'd) 1. Vehicle must be parked on a level surface. 2. Remove the fill plug from the top of side cover,
as shown in Figure 123. 3. If after rebuild, add 5 quarts of appropriate fluid
for the vehicle, as shown in Figure 119 4. Start the engine and allow engine to idle in the
"Park" position, and immediately add 3 more quarts of fluid.5. Shift the vehicle with the manual shift lever
through each position, pausing in each positionfor about 3 seconds.
6. Shift back to the "Park" position and allow the engine to idle to raise the fluid temperature to rise above 40°C (104°F). 7. Remove the"5mm Allen Head" fluid check
plug from the bottom of the transaxle case, and allow to drain into a clean container. Caution: Care MUST be exercised when you remove the fluid check plug, as the fluid is very HOT. 8. Allow fluid to drain until it drips intermittently. 9. If no fluid comes out, add the appropriate ATF
until it drips intermittently (See Figure 121).10. Install a new washer on the fluid check plug, and tighten to 16.5 N·m (10 ft.lb.).
Fills Through Dipstick Tube By Final Drive Fill Plug
Fill Plug
Studs
Fill Plug
Each of the oil pans are also different, as shown inFigure 123. The Volkswagen, Jaguar and Freelanderall have studs on the oil pan, in different locations, forvarious shaped brackets for the individualapplications. Notice also that those three have a fill
OIL PAN FILL PLUG LOCATIONS
pipe and plug on the top of the pans, and theVolkswagen and Jaguar vent through the pan, wherethe others do not. The Mazda pan has zero studs andno fill plug on the pan, as it fills through the dipsticktube in the case, near the final drive.
VOLKSWAGEN, JAGUAR, AND FREELANDER JF506E TRANSAXLE
Volkswagen, Jaguar, and Freelander vehicles equipped with the JF506E transaxle mayexhibit a no reverse condition and barely moves forward, after a rebuild, or after a fluidchange.
The cause may be, the reduction band anchor bolt was accidently mistaken for a fluid fill plug. When the plug was removed to fill the unit with fluid, the band dropped out of position.Refer to Figure 124.
Some technicians have said they were able to lift the band back into position through theservo bore. If this cannot be achieved, the transaxle must be removed and disassembled to
gain access to the band to place it back into proper position.When filling the unit, remove the fluid check plug from the bottom of the case, as shown inFigure 121 and 122, and fill the unit through the fill pipe located on top of the side of the pan,as shown in Figure 123.
Line pressure cannot be measured on the JF506E transaxle. Use the "Low Clutch" tapwhen testing in "D", "4", "3", and "2" range positions. Use the "Reverse Clutch" tapwhen testing in the "R" range position. Pressure specifications shown on Page 91.
Line pressure cannot be measured on the JF506E transaxle. Use the "Low Clutch" tapwhen testing in "D", "4", "3", and "2" range positions. Use the "Reverse Clutch" tapwhen testing in the "R" range position. Pressure specifications shown on Page 91.
Line pressure cannot be measured on the JF506E transaxle. Use the "Low Clutch" tapwhen testing in "D", "4", "3", and "2" range positions. Use the "Reverse Clutch" tapwhen testing in the "R" range position. Pressure specifications shown on Page 91.
Line pressure cannot be measured on the JF506E transaxle. Use the "Low Clutch" tapwhen testing in "D", "4", "3", and "2" range positions. Use the "Reverse Clutch" tapwhen testing in the "R" range position. Pressure specifications have been published only
for the Mazda, but all models should check very close to the same pressures, as thecalibrations are very close, and those pressures are all shown below by model.
The reduction band adjustment in the factorymanuals, backing off adjusting screw 5 turns, does notalways produce satisfactory transaxle operation. Thisadjustment could create a "Chatter" condition inforward or reverse and possibly store gear ratio codes.
ATSG recommends adjusting the reduction bandusing the following procedure.
Reduction Band Adjusting Procedure
1. Install the reduction servo return spring, apply piston with new "O" ring.
2. Compress the reduction servo piston assembly and install retaining snap ring with flat side facing down, as shown in Figure 132. 3. Remove the pressure plug and "O" ring from transaxle case, as shown in Figure 132. 4. Install the factory servo piston holding tool, as
shown in Figure 132. Note: This is a mandatory tool to get the adjusting screw locking nut torqued properly. We have provided the Mazda part number, as shown in Figure 131 and 132. 5. Install 14 mm deep socket over the adjusting
screw locking nut and loosen the nut. 6. Using a dial caliper measure from the top of the
14 mm deep socket, down to a straight edge placed on machined surface of transaxle case,
as shown in Figure 133. 7. Record this measurement as "Dimension A".
8. Fully compress the servo piston and the 14mmsocket, using a large screwdriver, as shown inFigure 135.
9. With piston fully compressed, measure againfrom the top of socket down to straight edge,and record the measurement as "Dimension B".
10. Subtract "Dimension B" from "Dimension A". 11. Turn adjusting screw as necessary to achieve, a minimum of 3.175mm (0.125") to
a maximum of 4.75mm (0.187"). 12. Torque the adjusting screw locking nut down
to 39-50 N·m (30-35 ft.lb.). Caution: Do not allow the band to become dislodged from the band anchor, as indexing
the band back into the proper position willrequire splitting the case halves.
The Reduction Servo internal components are all thesame with the exception of the servo cover. TheVolkswagen models use a bolt on cover and all theothers use a snap ring to retain the servo cover in thecase, as shown in Figure 136 and 137. The cut-awayview shown in Figure 134 is the snap ring coverversion but Volkswagen is set up exactly the same,except for the bolt on cover. When removing servo
apply piston, tag the servo apply piston return springfor identification, as it is very similar to one of theaccumulators.
The main fluid filter mounts with two of the oil pumpretaining bolts and also goes over a roll pin located intransaxle case, as shown in Figure 138 and Figure139.
Currently there are only three filters in production
that cover all applications, as shown in Figure 139.The Volkswagen filters are thinner, slightly longerand have a square oil inlet pipe. The other one isthicker, shorter, has a round oil inlet pipe and fits theMazda, Jaguar and Freelander models. The transaxlecase halves must be split to replace this filter.The oil pump to case gasket is a stamped steel gasket,
which would normally be "Ribbed" around all oil passage holes. This gasket however, is "Ribbed" onlyaround the pump suction port, as shown in Figure 138.Make sure this gasket is replaced on any service to thetransaxle. There have been many reports of valve
buzz after rebuild and this gasket has been identifiedas part of this concern. This gasket is not serviced byany of the car companys except Mazda, and isavailable under OEM part number FP01-19-221, asshown in Figure 138.
There are currently two different input shafts, onewith three sealing rings and one with two sealingrings, as shown in Figure 141. The third sealing ringgoes into Transfer Gear "A", located directly behindthe oil pump assembly and seals lube oil fromescaping, which of course changes the insidediameter of the transfer gear. ATSG feels that this 3rdsealing ring may be an upgrade, as we have seen oneshaft that was just not yet machined, as shown inFigure 141. Some transfer gears are bored to acceptthe third sealing ring, as shown in Figure 140, andsome are not. You must measure the inside diameter,as shown in Figure 140, to determine whether it isused with a 2 ring input shaft, or a 3 ring input shaft.The transfer gears also vary in tooth count betweenthe various models, as shown in the chart in Figure142.
Be very careful with the selection process, ifreplacement parts are necessary.
2 RING INPUT SHAFT, GEAR INSIDE DIAMETER MEASURES 0.975
3 RING INPUT SHAFT, GEAR INSIDE DIAMETER MEASURES 1.050
Figure 141
Figure 140
two ring and three ring input shafts
Totally Missing
There, But Not Machined
3 Rings Present
"1st Design"
"2nd Design"
"3rd Design"
Special Note:The three ring input shaft and transfer sprocket isdefinitely the better design and will make a muchmore durable transaxle.
Special Note: The above tooth counts were "Observed" counts, from units that we seen during teardown. Notice also that the rings that arenormally used for identification, are the same count on many of the ring gears. Use "ONLY" the tooth count for positive identification, andin the case of Transfer Gear "A", you must also measure the inside diameter of the gear, to determine if it is used for 2 ring input shaft or 3ring input shaft.
The Final Drive assembly can be lifted out, after theconverter housing is removed from the case. Thedifferentials, shown in Figure 143, and the piniongears come in various ratios and all are unique to theindividual manufacturer.
Refer to the gear ratio chart in Figure 142, on Page98, for the differential ratios that have been published.These final drive assemblies obviously will notinterchange between the manufacturers.
JF506E TRANSAXLE (ALL MODELS)2-3 FLARE OR SLIPS IN 3RD, 4TH AND 5TH
COMPLAINT:
CAUSE:
CORRECTION:
SERVICE INFORMATION:
Mazda, Volkswagen, Jaguar or Freelander vehicles, equipped with the JF506E transaxle,may exhibit a flare on the 2-3 upshift, and/or slips in 3rd, 4th and 5th gear.
The cause may be, a cracked High Clutch Housing/Reverse Piston (See Figure 144). Thiscrack is extremely difficult to see, and if missed during rebuild will cause premature highclutch failure. When this piston is cracked, it allows high clutch fluid to bleed into thereverse clutch circuit when the unit is in 3rd, 4th and 5th gear. The reverse clutch circuit isopen to exhaust, when the unit is in these gears.
Replace the High Clutch Housing/Reverse Piston assembly, as shown in Figure 144. Referto Figure 145 for an exploded view of the high and reverse clutch housing for the pistonlocation.
High Clutch Piston Housing/Reverse Piston (Mazda Part No.) .................... FP03-19-480 Special Note:This piston is only available individually from Mazda, but works just fine in the otherunits. All others it is not sold seperately.
Repeated planetary failure, from lack of lubrication, on any Volkswagen equipped with theJF506E transaxle. Has normally been occurring after rebuild.
The cause may be, not installing the "beaded" gasket between the case and the converterhousing, or installing the wrong "beaded" gasket, as shown in Figure 146. Jatco changedthis gasket during the 2003 model year because of a change in the case pocket depth. Thisgasket is in the Volkswagen aftermarket kits only, as Volkswagen is the only manufacturerthat uses the cooler mounted externally on the transaxle case, as shown in Figure 148. Thereare tubes that run from the back side of the converter housing, internally over to the cooler.
CORRECTION: Now there will be two different thickness gaskets included in your kits, and this will requireyou to measure the thickness of the original gasket metal core, before discarding, as shown inFigure 147. The 1st design gasket (1999-Some 2003) has a metal core thickness of .203mm(.008"). The 2nd design gasket (Some 2003-Up) has a metal core thickness of .610mm(.024"). Install the correct "beaded" gasket between the case and the converter housing, asshown in Figure 146.
3.80 1ST GEAR RATIO MODELS 3.47 1ST GEAR RATIO MODELS
DIRECT CLUTCH DIFFERENCES
Direct Clutch Housing Reduction Planetary Carrier
23 Tooth Reduction Sun Gear
23 Tooth Direct Clutch
Housing
Selective For 23 Tooth
Sun Gear
Selective For 31 Tooth
Sun Gear
Large Diameter 24.78mm (.975")
Bearing Is The Same
Bearing Is The Same
Small Diameter 23.50mm (.925")
31 Tooth Direct Clutch
Housing
31 Tooth Reduction Sun Gear
The Direct Clutch Housing is different, dependingon the planetary gear ratio of your unit, because thereduction sun gear "splines" into the direct clutchhousing, as shown in Figure 149. The Freelander usesa 23 Tooth sun gear, while all others use a 31 Tooth sungear, as shown in Figure 149. Since the reduction sungear is a different diameter, it also changes the "hub"of the selective thrust bearing race, as shown in Figure149. The thrust bearing assembly for this area is thesame on all models. The direct clutch stack-up is alsodifferent between the 4 clutch and the 3 clutch directclutch housings. Refer to Page 106.
The Reduction Planetary Carrier is going to havedifferent size pinion gears in the carrier obviously
because of the ratio difference. The pilot that goesinto the direct clutch housing has a diameter on it thatis compatable with the 23 Tooth sun gear, as shown inFigure 150, only on the area down between the piniongears where the sun gear rotates. The reduction sprag
parts are the same on all models, also shown in Figure150.
3.80 1ST GEAR RATIO MODELS 3.47 1ST GEAR RATIO MODELS
DIRECT CLUTCH DIFFERENCES (CONT'D)
Direct Clutch Stack-Up Direct Clutch Piston
The direct clutch friction and steel plates also stackdifferently, as shown in Figure 151. There is a 4friction and 4 steel stack, and a 3 friction and 5 steelstack, as shown in Figure 151. The direct clutch
backing plate is the same on all models.
The direct clutch apply piston also changes in height,in the area shown in Figure 151, to accommodate thedifferent clutch stack-ups. Be very careful inchoosing replacement parts for this area.
Currently we have confirmed it only in theVolkswagen Sharan, but we have suspicion that it may
be in other models as well. It is not known whether itis strictly model differences or a model year change,
but we do know that it is out there. Obviously this
would also affect the inside diameter of the piston areain the end cover, also shown in Figure 154. Thesmaller inside diameter piston would create a largersurface area for the 2-4 clutch apply fluid to workwith. The smaller inside diameter piston cannot beinstalled in the cover for the larger diameter pistonYou can go the other way very easily, but you will notlike the result. Ensure that you use extra care ifreplacement parts are needed for this area.
There are currently two different 2-4 Brake ClutchPistons, that are different only on the inside diameter,as shown in Figure 154. You will need a dial calipercapable of measuring 6 plus inches.
27 REAR END COVER SCARF-CUT SEALING RINGS (3 REQUIRED)
28 REAR COVER TO REAR BEARING "SELECTIVE" THRUST WASHER
29 REAR COVER TO REVERSE CLUTCH HOUSING THRUST BEARING
TRANSAXLE REAR COVER EXPLODED VIEW
REAR COVER "V"-CUT SEALING RINGS
High And Reverse Clutch Seal Rings Are Directional And "Must" Be Installed
As Shown Here
"Arrow" To Right "V"-Cut To Left
Fluid is fed through the rear cover to apply the highclutch and the reverse clutch, which are both locatedin the reverse clutch housing. The sealing rings forthe high and reverse clutch are Teflon® and one endhas a point like an "arrow", and the other end is cut outthe inverse of an arrow, or like a "V", as shown inFigure 155. These sealing rings are directional, andwhen installed correctly, the point of the "arrow" is tothe right and the "V" is to the left as shown in Figure155.
LOW ROLLER CLUTCH AND SNAP RING LOW/REVERSE CLUTCH PACK
Installation Installation
The low roller clutch assembly (230) cannot beinstalled incorrectly, as the outer case lugconfiguration will allow for only one possibility. Aquick method for installation is to first face the ledgeside of the roller clutch housing down towards thecase, and align the narrow lug of the housing to thenarrow case groove as shown in Figure 156. Theretaining low roller clutch snap ring (231) fits
properly into the case as shown in Figure 156.
L/R Piston Retainer Tab
Keys Into This Slot
The low/reverse clutch stepped backing plate (246)fits into the case with the step facing down and lugsinto the case in the same fashion as the low rollerclutch assembly, as well as the steel plates (248), asshown in Figure 157.The low/reverse piston retainer's (256) outer tab mustkey into the case as shown in the lower right corner, asshown in Figure 156, so as to properly align the feedhole to the valve body side of the case.
222 TAPERED ROLLER BEARING CONE RETAINING SNAP RING
223 TAPERED ROLLER BEARING CONE (DOUBLE)
224 LOW CLUTCH HOUSING SUPPORT
225 CLUTCH SUPPORT TO RING GEAR THRUST BEARING (NO. 2)
226 LOW CLUTCH "STEPPED" SEA;ING RINGS
227 TAPERED ROLLER BEARINGS (2 REQUIRED)
228 LOCKING WASHER WITH TABS
The low clutch support and feed for the low clutchuses a "stepped" sealing ring with a unique stepconfiguration, as shown in Figure 158.
The direct clutch support and feed for the directclutch also uses the "stepped" sealing rings with theunique step configuration, except they are a different
